Transmission



April l0, 1951 M. P. W'INTHER TRANSMISSI ON 2 Sheets-Shea?I 1 Filed Nov. 27, 1946 April l0, 1951 M. P. wlNTHER 2,543,755

TRANSMISSION Filed Nov. 27, 1946 2 Sheets-Sheet 2 Patented Apr. 10, 1951 TRANSMISSION Martin P. Winther, Waukegan, Ill., assignor to Martin P. ,Winthen as trustee Application November 27, 1946, Serial No. 712,521

12 Claims. l

This invention relates to transmissions and,

more particularly, to automotive transmissionsv adapted to transmit torque in either forward or reverse direction.

Among the several objects of the invention may be noted the provision of an improved transmission, particularly for automotive transport vehicles, adapted to transmit different selected torques either in forward or reverse direction; the provision of a transmission of this class wherein the change between forward and reverse drive may be quickly and easily effected for complex seesawing maneuvering of the vehicle, without any shifting of gears; and the provision of a transmission such as described which is of compact, simplied and trouble-proof construction. Other objects will be in part apparent and in part pointed out hereinafter.

The invention accordingly comprises the elements and combinations of elements, features of construction, and arrangements of parts which will be exemplified in the structures hereinafter described, and the scope of the application of which will be indicated in the following claims.

In the accompanying drawings, in which several of various possible embodiments of the invention are illustrated:

Fig. 1 is a longitudinal cross section through a preferred embodiment of the invention;

Fig. 2 is a -diagrammatic end view on a reduced scale of certain gearing of the transmission of Fig. 1, viewed from the right of Fig. 1;

Fig. 3 is a wiring diagram illustrating a control circuit for the transmission;

Fig. 4 is a longitudinal cross section through an alternative embodiment of the invention being taken on line 4 4 of Fig. 5;

Fig. 5 is a diagrammatic end view on a reduced scale of certain gearing of the transmission of Fig. 4, viewed from the right of Fig. 4; and,

Fig. 6 is a, diagrammatic kinematic layout of the gearing illustrated in Fig. 5, being a diagrammatic section taken on line 6-6 of Fig. 5.

Similar reference characters indicate corresponding parts throughout the several views of the drawings.

The transmissions of this invention are particularly adapted for use in small internal combustion engine-driven tow trucks or tractors such as are employed for conveying and handling materials in factories, yards, warehouses and the like. It is desirable that such trucks be capable of being seesawed i. e., maneuvered Very quickly backward and forward, to expedite handling of materials. This requires a transmission wherein shifting between forward and reverse drive may be quickly and easily effected without gear clashing. It is also desirable that the transmission for such a vehicle have high and low speed ranges so that it may transmit low or high torque either in forward or reverse direction, as circumstances may require. Heretofore, these desirable features have been attained only in tow trucks having electric motor drives, .but these are costly, complex and troublesome. This invention provides an improved transmission wherein the stated desirable features are attained in a compact, rugged and trouble-proof structure having a, small number of parts.

Referring to the drawings, Figs. 1 and 2 illustrate the construction of the preferred embodiment of this invention. The transmission therein disclosed is shown to be enclosed within a housing I and to include a dual inductive coupling 3, specifically an eddy-current slip coupling, comprising a driving element 5 and two driven eles ments 'I and 9. The driving element 5 is mounted upon the usual flywheel I I of the vehicle, this flywheel being bolted to the crankshaft I3 of the prime mover (not shown) for the vehicle.Y The transmission also includes means embodying a change-speed gearing device I5 whereby output shaft Il of the transmission may be driven either in forward or reverse direction, at high or low speed to transmit low or high torque in either direction, as will be made clear.

The driving element 5 of the coupling 3 comprises two independently energizable field members I9 and 2l which are conjointly mounted upon the flywheel II. As illustrated in Fig. 1, a drum 23 is secured as by welding to the flywheel and extends axially inward and in concentric relation thereto. Field member I9 is tted within this drum and eld member 2I is tted over its outer periphery. Field member I9 comprises an assembly of four magnetic annular toothed rings 25 in magnetic inductive relation to a magnetizing field coil 21 comprising a pair of annular coils conned between the rings and the inner periphery of the drum. The teeth 29 of the rings form an annular staggered sequence of inwardly facing magnetic pole teeth. Field member 2l comprises an assembly of four magnetic annular toothed rings 3| in magnetic inductive relation to a magnetizing eld .coil 33 comprising a pair of annular coils conned between the rings and the outer periphery of the drum. The teeth 35 of the rings 3| form an annular staggered sequence of outwardly facing magnetic pole teeth. The

field member assemblies are similar to those disclosed in my copending application for Eddy- Current Coupling, Serial No. 693,057, led August 26, 1946, eventuated as Patent 2,452,820.

The arrangement is such that field members I9 and 2| are concentric and substantially coplanar, member I9 being within member 2|. The inner iield member I9 and the outer field member 2| are independently energizable through their respective coils by current fed thereto through collector ring and brush devices 31 and 39, respectively. The coils of both field members are grounded through a common return collector ring and brush device 4|. As illustrated, the collector rings are fixed within concentric annular grooves in the outer face of flywheel and the brushes are mounted upon the housing Output shaft I7 is journalled for rotation in tapered roller bearings 9| in axially spaced walls of housing and is splined, as indicated at 93, between these bearings. A gear cluster or shiftable member 95 comprising gear Bl, adapted to mesh with gear 19, and gear 99, adapted to mesh with gear 89, is slidably keyed on the splined portion of shaft I1. This cluster 95 comprises the shiftable element of the change-speed gearing i5 and is slidable between a position wherein gears i9 and 9i are in mesh for high-speed, lowtorque drive and a position wherein gears 89 and 99 are in mesh for low-speed, high-torque drive of output shaft Il. Axial movement of cluster 95 is effected by means of a shifting fork |9| fixed on a transverse shaft |93 adapted to be rotated by a suitable manual shift lever (not shown).

The driven element l is concentrically disposed within the inner eld member I9. It` includes a hubY 43 keyed upon a shaft 45 which extends longitudinally through housing I, being journalled at one end in a bearing il in an end wall of theY housing and at its other end in a pilot bearing 4S in the flywheel II. Fixed to the hub are supporting plates 9! and 53. These plates support a plurality of axially extending flexible fins 55 whch carry an inductor element 5'! comprising magnetic ring segments forming a discontinuous inductor ring. This ring is disposed within neld member is, being spaced from the faces of pole teeth 29 by a small flux air gap 59. Fins 55 are sufficiently flexible to permit the ring segments of inductor ring 57 to yield inward, if necessary, to prevent binding of the ring infield member I9. The driven element l thus forms a driven inductor member similar to that disclosed in my aforesaid patent.

The driven element 9 comprises a magnetic inductor element formed as a drum 5I winch i surrounds the pole teeth 35 of outer eld member 2| with a small flux air gap E3 therebetween. Drum 8| is carried by a spider @5 having a hub 67 keyed on a sleeve 59. This sleeve surrounds shaft 5 and is journalledY for rotation relative thereto by means of bearings 'II and 13.

From the above, it will be clear that when eld member I9 is energized by passage of current through its coil, the driven inductor member will be inductively driven to rotate shaft 45 in the same direction as flywheel II. Alternatively, when field member 2| is energized by passage of current through its coil (eld member VI9 being deenergized), the driven inductor member 9 will be inductively driven to rotate sleeve 89 in the same direction as flywheel II. Rotation of shaft de is utilized to effect forward drive of output shaft I'i. Rotation of sleeve 69 is utilized to effect reverse drive of output shaft I'i.

A forward drive gear i5 is keyed upon shaft 45 adjacent bearing lll. A reverse drive gear 'il is keyed upon the end of sleeve *39 extending through bearing '53. Gear 'i5 meshes with a `gear 'i9 of an idler cluster gear or intermediate rotary member 9| journalled by means of needle bearings 83 on a fixed shaft S5. Gear 'il meshes with an idler 81, which in turn meshes with a gear 89 of cluster gear 8|. This arrangement is such that when forward drive gear i5 is driven Referring now to Fig. 3, it will be seen that the coils 2 and 33 of field members |9 and 2|, respectively, are adapted to be quickly selectively energized from a suitable source of current |95, such as the battery of the vehicle, under control of a double-throw direction selector switch |01. Coils 2l and 33 are connected in parallel lines |99 and III, respectively, fed by a power line H3. Lines m9 and Iiiinclude relays H5 and- II'I, respectively; also the brushes 37. and 39, respectively. The return from these lines to the battery is via brush 4| and ground. Power line II3 includes a variable resistor H9 under control of a pedal |2I.

A control line E23 is connected between the source of current and the blade |25 of selector switch |91. This line preferably includes the ignition switch |27 of the vehicle. Blade |25 is movablev into engagement either with forward drive contact' |29 or reverse drive contact ISI. The coil of relay H5 is in series. in a line connected between contact |29 and ground. The coil of relay Hl" is in series in a line connected between contact |31I. and ground. The arrangement is such that, with ignition switch |21 closed, selector switch |01 may be operated to engage its blade with contact 29, thereby completing a circuit through the coil of relay H5 to close it. With relay H5 closed, a circuit is completed through lines IIE and |99 to energize coil 21. Alternately, selector. switch Il may be operated to engage its blade with contact |3I, thereby completing a circuitV through the coil of relay I I'I to close it. With relay III` closed, a circuit is completed through lines H3 and. to energize coil 33. Y

Variable resistor H9" controls the energization of the field coils 2'5" and 33. When pedal I2| is depressed, resistance is inserted in line ||3 to diminish energization of oneV or the other of field coils 2.1 or 33 (depending upon whether blade |25 is engaged with contact |29 or |3I). This diminishes the energization of the respective eld member I9 or 2| and consequently decelerates the respective driven inductor member 'i or 9. Deceleration of inductor member l. or ll reduces the forward or reverse input speed, respectively, to change-speed gear device I5. It is intended that pedal I2! be operated in the manner of a conventional automotive clutch pedal for reducing the speed of the input to change-speed gear device I5 for facilitating shifting between high and low speeds ineither forward or reverse direction. Pedal |2| may also be depressed to decelerate for smooth change-over between forward and reverse.

The operation of this'embodiment of the transmission of this invention is as follows:

Assume that the vehicle is at standstill with ignition switch|-21 closed, the prime mover of the vehicle driving flywheel and the drive element 5 of thecoupling 3', and that gear cluster 95 is in a neutral position between gears 19 and 89. To start the vehicle moving forward at loW speed with high-torque transmission, the operator manipulates selector switch |91 to engage its blade |25 with forward drive Contact V|29. This closes relay ||5 and completes the circuit through line ||3, line |09 and coil 21 to energize the inner eld member I9 of the coupling. With inner field member |9 energized, driven inductor element 1 is inductively driven to rotate shaft 45 Vand forward drive gear in the same direction as the flywheel. Gear 15thereupon drives cluster 8|.

The operator then depresses clutch pedal |2|, thereby inserting resistance in the circuit for coil 21 to diminish its energization' and thus to 'diminish the speed of shaft 45, gear '15 and cluster 8|. He may then readily shift gear cluster 95 to the left, as viewed in Fig. 1 by means of shifter fork |0| to mesh gears 89 and 99. This shifting is facilitated by the low-speed rotation of gear 99. With gears 89 and 99 in mesh, forward low-speed high-torque drive of output shaft |1 is eifected through the compound gear train including gears 15, 19, 89 and 99. Upon release of the clutch pedal |2 i, the resistance in the power circuit for coil 21 is reduced, and coil 21 is energized at maximum value. The vehicle thereupon is driven forward at low speed with high-torque drive.

To shift into high speed, the operator depresses pedal |2| to again insert resistance in the power circuit for coil 21 to reduce the speed of the gears in the change-speed gear device, and then shifts cluster 95 to the right to mesh gears 19 and 91. This effects high-speed low-torque drive of output shaft |1 through the simple gear train including gears 15, 19 and 91 (Fig. 1).

During forward drive of the vehicle at either high or low speed, gear 39 of the cluster 8| drives idler 81, gear 11, sleeve 69 and driven element 9; but these parts merely idle.

Assume now that it is desired to reverse the direction of movement ofthe vehicle. To bring this'about, it is merely necessary for the operator to manipulate selector switch |91 to engage its blade with reverse drive contact |3l.

This opens relay ||5 and deenergizes coil 21. It

closes relay ||1 and completes a circuit through coil 33 to energize the outer eld member 2| of the coupling. With outer'field member 2| energized, driven inductor element 9 is inductively driven to rotate sleeve 59 and reverse drive gear 11 in the same direction as the flywheel. Gear 1'1, through idler 81 and gear 89, drives cluster V3| in the direction-opposite to that ingwhich it isdriven during forward drive of the vehicle. If desired, clutch pedal |2| may be ldepressed prior to changing direction to insert resistance -in the line to decelerate the gearing and avoid `6 left to mesh gears 89 and 99. Shifting is facilitated by reason of the deceleration above deV scribed. Output shaft I1 is thereupon driven in reverse direction at low speed with high-torque transmission through the simple gear train in- -cluding gears 11, 81, 89 and 99. During this operation, gear 19 drives gear 15, shaft 45 and driven elem-ent 1, but these parts merely idle.

Thus, for either of the speed-torque conditions, depending upon selection of mesh of either of gears 91 or 99 (as determined by the position of the mechanical shifting fork Il), extremely fast alternating reversing direction of the vehicle may be accomplished electrically by operating the easily controlled switch |91. This is very serviceable in the case-of small service loading trucks operating in closely confined quarters, as in a warehouse. It permits of quick backward and forward seesawing under either low-torque, high-speed operation; or hightorque, low-speed operation. With an ordinary mechanical gearshift the time consumed in such seesawing is far in excess of that consumed with the present invention. Furthermore, the electric reversing scheme is much easier on the mechanical parts of the transmission, since no gears need to be meshed and unmeshed for the quick reversals. The required meshing and unmeshing at gears 9'3 and 99 is not sotroublesome because shifts for high-speed and low-speed operation occur less frequently in the class of service envisaged herein.

Figs. 4.--6 illustrate an alternative embodiment of the transmission of the invention. In this embodiment, a modified dual eddy-current inductive coupling |33 (corresponding to coupling 3 previously described) includes a driving element |35 and two driven elements |31 and |99. Driving element |35 is mounted upon vehicle flywheel MI fixed to crankshaft M3. This transmission includes a modif-led changespeed gear device |95 whereby output shaft |41 may be driven either inforward or reverse direction, at selective speeds for selective torque transmission in either direction.

The driving element |35 comprises two independently energizable field members M9 and |5| which are conjointly mounted upon flywheel lili. These field members correspond to field i. members I9 and 2 I, but instead of being mounted in coplanar relation with one within a drum and the other outside the drum, both are mounted in coaxial spaced relation within a drum 53. This drum is secured to the inner face of the flywheel and extends axially inward, in concentric relation thereto.

Each of eld members |49 and |5| comprises an assembly similar to the inner field member I9. Thus, member |59 includes an annular j staggered sequence of inwardly facing poleforming teeth |55 in magnetic inductive relation to a magnetizing field coil including two annular coils |51. Member |5| includes an annular staggered sequence of inwardly facing poleforming teeth |59 in magnetic inductive relation to a magnetizing field coil including two annular coils |5I. Member |49 is telescoped within drum |53 adjacent fiywheel Ml. Member |5| is telescoped within the drum adjacent its open end. The eld members |49 and |5| are independently energizable through their respective coils by current fed thereto through collector rings |53 and |65, respectively. The coils of both field members are grounded for'return of current in any suitable Way.

The driven element |31 is concentrically disposed within eld member |453. It is includes a hub |69y keyed upon one end of a shaft |1| concentric with crankshaft |43. This end of the shaft is supported for rotation by means of a pilot bearing |13 between the hub and an extension |15 of the crankshaft. The other end of shaft |1| is journalled in a bearing |11. Fixed to the hub are axially spaced supporting plates |19 and 48|. These plates support a plurality of axially extending flexible ns |83 which carry ring segments forming a discontinuous inductor ring |95. This ringv is disposed within field member |49, being spaced from the faces of pole teeth |55 by a small flux air gap |81.

The driven element |39 is concentrically disposed within field member |l. It includes a pair of axially spaced supporting plates |89 and |9| fixed on a sleeve |93 surrounding shaft |1| and journalled for rotation relative thereto by means of bearings |95 and |31. Plates |89 and |9| support a plurality of axially extending flexible iins |99 which carry ring segments forining a discontinuous inductor ring 2i! I This ring is disposed within field member |5|, being spaced from the faces of pole teeth |59 by a small flux air gap 293.

Thus, in this modification, each of driven elements |31 and |39 is in the form of a driven inductor member, such as more particularly disclosed in my aforesaid patent. When field member |49 is energized by passage of current through its coil |51, driven inductor member |31 is inductively driven to rotate shaft |1| in the same direction as flywheel |4|. Alternatively, when field member |5| is energized by passage of current through its coil |6| (field member |49 being deenergized) the driven inductor member |39 is inductively driven to rotate sleeve |93 in that same direction. Rotation of shaft |1| is utilized to effect forward drive of output shaft |41. Ro tation of sleeve |93 is utilized to effect reverse drive of output shaft |41.

A forward drive gear 2G15 is keyed on the right end of shaft |1| and a reverse drive gear 291 is keyed on the right end of shaft |1| and a reverse drive gear 251 is keyed on the right endof sleeve |93. Gear 235 meshes with gear 299 of a gear cluster 2| or first intermediate member rotatably mounted on output shaft |41 by means of a bushing 2 |3. Gear 291 meshes with an idler 2 I 5, which in turn meshes with gear 2 i1 of cluster 2 I A gear 2|9 or second intermediate member is rotatably mounted on output shaft |41 by means of a bushing 220 axially spaced from cluster 2| This gear 2|9 is in mesh with a gear 22| on a lay shaft 223 having a gear 225 thereon in mesh with gear 2 I1 of cluster 2| The pitch diameters of the gears are such that the train of gears 225 and 22| between gear 2|1 and gear 2 I9 functions as a speed-reducing ygear train so that gear 2| rotates at a lower speed than cluster 2H.

Means is provided whereby cluster 2|| may be coupled to output shaft |41 to drive it at high speed with corresponding low-torque transmission or, selectively, gear 2|9 may be coupled to the shaft to drive it at low speed with corresponding high-torque transmission. As illustrated, cluster 2 and gear 2|9 are formed with sets of clutch teeth 221 and 229, respectively, on their i but axially slidable thereon. Clutch element 23| is adapted to be shifted between a position Wherein teeth 221 and 233 are mated and av position wherein teeth 229 and 235 are mated by a suitable shifter fork 231. In the i-lrst of these positions, cluster 2|| is coupled' to output shaft |41 to drive' it at high speed and gear 2|9 idles on the shaft. In the second position, gear 2|9 is coupled to shaft |41 to drive it at low speed, and cluster 2|| idles on the shaft. Thus member 23| and teeth 221 and 229 constitute a selective dental clutch construction for selectively connecting gears 2| or 2|5 to shaft |41.

It will be understood that the electrical control for the coils |51 and |6| ofV field members |49 and |5| may be identical with that for the coils 21 and 33 of field members I9 and 2|, such as illustrated in Fig. 3.

The operation of the embodiment of Figs. 4-6 is as follows:

Tol drive the vehicle forward at high speed, clutch element 23| is shifted tothe left as Viewed in Fig. 4 to mesh clutch teeth 221 and 233i. Coils |51 are energized to energize field member |49 inductively to drive driven inductor element |31 and rotate shaft |1| and forward drive gear 285 in the same direction asl flywheel |4|. Gear 205 drives gear 209 and cluster 2|| in forwardl direction. Cluster 2H- is coupled through the dental clutch element 23| to drive the output shaft |41 in the'forward direction at high speed. with lowtorque transmission; During this operation, gear 2H of cluster 2|| drives gear 2|5, reverse drive gear 231, sleeve |93 and driven element |39, but these parts merely idle. It also drives gear 225, lay shaft 223, gear 22% and gear 2|9, but these parts also merely idle.

If it is necessary to shift into low speed for high-torque transmission, clutch element 23| is shifted to the right to mesh clutch teeth 229 and 235. Cluster 2|| thereupon rotates idly on shaft |41, but a drive for output shaft |41 is established through gear 2|? on cluster 2||*, gear 225, lay shaft 223, gear 22 i, gear 2|9, and clutch element 23|. Gear 213 is rotated in the same direction as cluster 2H since the gears on the lay shaft function as idlers. It is also rotated at low speed to drive shaft |41 at low speed by reason of the speed-reducing function of gears 225 and 22 i.

To drive the vehicle in reverse direction, it is merely necessary to deenergize field member |49 andA energize field member |5'i. The drivenl inductor member |39 is thereupon inductively driven to rotate sleeve |93 and reverse drive gear 251. Gear 201, through idler 2|5, drives gear 2|'i and cluster 21| in reverse direction. With the cluster coupled to output shaft |41 by means of clutch element 23i, the output shaft is driven in reverse direction at high speed with low-torque output. Alternatively, clutch element 23| may be shifted to couple gear 2&9 to shaft |41, whereupon shaft il'i is driven in reverse direction at low speed with high-torque output. During reverse drive operation, gear 269 of cluster 2|| drives forward drive gear 295, shaft |1| and driven element |31, but these parts merely idle.

Thus, the transmission of either embodiment is adapted to transmit a selected torque either in forward-or reverse direction. The change between forward and reverse drive is effected by selectively energizing one or the other of the two field members ofthe coupling driving element under control of selector Switch |01. No shifting of gears is involved in making this change and it may therefore be easily and quickly effected. Both 9 transmissions disclosed are of compact, simplified and rugged construction. The coplanar arrangement of eld members |9 and 2|' in the embodiment of Fig. l is preferred where the length of the transmission is to be kept at a minimum. Furthermore, due to the relatively large amount of torque which may be transmitted by a relatively small eddy-current coupling of the type shown, the diameter of the coupling and transmission may be kept at a minimum.

It is intended that the operator coordinate the operation of pedal |2| with'the operation of the switch lever |01 as an ordinary automotive vehicle clutch pedal is coordinated with the ordinary gearshift lever. That is to say, during the time that the lever |01 passes through the neutral position shown in Fig. 3, the pedal |2| will be depressed, which means that a maximum amount of theresistance HS will be in the circuit and the energization of the electric clutches will therefore be modulated under starting conditions either in forward or reverse. It is also preferable that the operator operate the mechanical gearshift lever lill during the time that the pedal 2| is depressed, particularly when lever |01 is in a nonneutral position, because this will slow down the driven elements of the clutch to make gear meshing easier. The condition of the pedal |'2| being depressed and lever |61 in a non-neutral position is preferably during gearshifting (as compared to having lever |91 in neutral), particularly if the vehicle is stationary, in order to avoid the possibility of tooth interference which might prevent completion of a shift operation.

In the Fig. l embodiment, coils 21 include more ampere turns than coils 33, pole teeth 29 are larger than pole teeth 33, and ring 51 is wider than ring 6|. The reason for this is to transmit substantially the same amount of torque through driving element and driven element 1 as through driving element 5 and driven element 9. Since the drive through element 9 has a greater mechanical advantage than the drive through element 1 (ring 5| having a greater radius than ring 51), it is necessary to establish a greater ux density between field member i9 and ring 51 than between field member 2| and ring 6| for equalization of torque transmission by the coupling through its respective driven elements. In the Fig. 4 embodiment, the field members are of equal size in cross section since they are of the same diameter.

It will be understood that the transmissions herein disclosed are applicable for uses other than as automotive vehicle transmissions. They are particularly suitable, however, for use in small internal combustion engine driven service trucks, inasmuch as they make such trucks as easy to operate as prior electric motor driven trucks, without the disadvantages attendant upon the use of the latter.

In View of the above, it will be seen that the several objects of the invention are achieved and other advantageous results attained.

As many changes could be made in the above constructions Without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

I claim:

l. A reversing and change-speed transmission comprising a rotary driving element and two coaxial rotary driven elements, rotary inductive electric slip couplings between the driving element and the respective driven elements for effecting movements of the driven elements in the same rotary directions, separately energizable field coils in said inductive couplings, means for selectively energizing said field coils for alternately eiecting the couplings tothe driven elements from the driving element, a driven gear cluster, forward and reverse gear connections from the respective driven elements to said cluster for reversably driving'the cluster according to the energization of the respective field coils, a driven output shaft to be driven, and selectively operable change gear-meansr between said output shaft and said cluster.

2. A reversing and change-speed transmission comprising a rotary driving element and two coaxial and substantially coplanar rotary driven elements, rotary inductive electric slip couplings between the driving element and the respective driven elements for eiecting rotary movements of the driven elements in the same direction, separately energizable neldcoils in said inductive couplings, means forselectively energizing said field coils for alternately selecting the drives to the driven elements from the driving element,

a driven change-speed cluster, forward and reelements, rotary inductive electric slip couplings between the driving element and the respective driven elements for effecting rotary movements of the driven elements in the same direction, separately energizable eld coils in said inductive couplings, means for selectively energizing said iield coils for alternately selecting the drives to the driven elements from the driving element, a driven change-speed cluster, forward and reverse gear connections from the respective driven elements to said cluster for reversably driving the cluster according to the energization of the respective neld coils, a driven output shaft to be driven, and selectively operable change-speed gear means between said output shaft and said cluster.

4. In a transmission, an inductive coupling comprising a driving element including twoindependently energizable annularfield members arranged for conjoint rotation in concentric, substantially coplanar relation, one within the other, a driven lmember having an inductor element within the inner eld member in inductive relation thereto, a driven member having an inductor element surrounding the outer field member in inductive relation thereto, an output shaft, a selectively connectible gear train for driving from one of said driven members to Said shaft for driving it in one. direction upon energization of the related lield member and another selectively connectible gear train for driving from the other driven member to said shaft for driving it in the opposite direction upon energization of the'other field member.

5. In a transmission, an inductive coupling comprising a driving element including two 'independently energizable annular iield members arranged for conjoint rotation in concentric axially spaced relation, a .driven inductor. mem

ber within one field'member in inductive relation thereto, a driven inductor member within the other `field member in inductive relation thereto, an Youtput shaft, and a -selectively connectible gear train for driving from one of said inductor members to said shaft -for driving itin one direction upon energization of the related field member and another -selectively connectible gear train for driving from the other inductor mem- Yber to said shaft for driving it in the opposite direction upon energizatlon of the other field member.

6. In a transmission, an inductive coupling comprising a driving element including two independently energizable annular field members arranged for `conjoint rotation in concentric axially spaced relation, a driven inductor member Within one field member in inductive relation thereto, a driven inductor member within the other field member in inductive relation thereto, an output shaft, and a selectively connectible gear train for driving from one vof said inductor members to said shaft for driving it in one direction upon energization of the related iield member and another selectively connectible gear ytrain for driving from the other inductor mem- 'ber to said shaft for driving it in the opposite direction upon energization of the other iield member, said gears including ra change-speed device whereby said shaft may be driven at dierent speeds with different torques in either direction of rotation.

'l'. In combination, a pair of coaxially aligned selectively operable eddy-current clutches, a transmission main shaft driven by one of said clutches, a ,quill rotatably journalled on said main shaft and driven by the other of said clutches, a driven shaft, a Vpair of gear trains between said main shaft and driven shaft and rotatable relative to said driven shaft, a gear l on said quill, reverse gearing between said quill gear and the rotatable portion of one of said gear trains, and means on said driven shaft intermediate said gear trains for selectively coupling either of said Ygear trains to said shaft.

8. In a transmission, an inductive coupling comprising a driving element and two driven elements, means ,for selectively inductively coupling said driving element with one or the other of said driven elements for rotation in the same direction, an output shaft, an intermediate rotary member, a forward driving gear train from one of said driven elements to the intermediate member and a reverse driving gear train from the other of said driven elements to said intermediate member, and a shiftable member in driving connection with the output shaft and including selectively operable meshing means Yadapted to form when said shiftable member is shifted back or forth two different geared connections between the intermediate member and the output shaft respectively of different speed ratios operative in either direction of rotation of said intermediate member.

9. In a transmission, an inductive coupling cpmprising a driving element including two independently energizable eld members, each including a field coil, a circuit for said field coils including a source of current and a selector switch adapted selectively to complete the circuit -through one coil or the other for selectively energizing Said ield members, .two driven inductor members in inductive relation to the .eld members for movement in the same direction, an output shaft, an intermediate rotary member, a forward driving gear train from one of said driven members to the intermediate member and a reverse driving gear train from the other of said driven members to said intermediate member, and a shiftable member in driving connection with the output shaft and including selectively operable meshing means adapted to form when said shiftable member is shifted back or forth two selectively operable and independent driving connections between the intermediate member and the output shaft respectively of different speed ratios operative in either direction of rotation of said intermediate member.

10. In a transmission, an eddy-current slip coupling comprising a driving element including two independently energizable iield members, each including a field coil, said coils being arranged in parallel connections in a power line, each of said connections including a relay, a control circuit including a selector switch adapted in one position to operate one relay and in another position to operate the other relay, a pedal-operated variable resistor in said power line adapted to control the energizaton of each of said coils, two driven eddy-current inductor members in inductive relation respectively to the field members for rotation in the same direction, an output shaft, an intermediate rotary member, a forward driving gear train from one of said driven members to the intermediate member and a reverse driving gear train from the other of said driven members to said intermediate member, a shiftable member in driving connection with the output shaft and including selectively operable meshing means adapted to form when said shiftable members is vshifted back and forth two selectively operable and independent driving connections between the intermediate member and the output shaft respectively of Vdierent speed ratios operative in either direction of rotation of said intermediate member.

'11. In a transmission, an inductive coupling comprising a driving element and two driven elements, means for selectively inductively coupling said driving element with one or the other of said driven elements for rotation in the same direction, an output shaft, an intermediate gear cluster having two gears, a direct gear connection from one of said driven elements to one of said cluster gears and a reverse gear connection from the other driven element to the other of said cluster gears, and a gear cluster splined with respect to the output shaft and having two gears one of which is adapted to be meshed with one of the gears of said intermediate cluster and the other of which is adapted to be meshed with the other gear of said intermediate cluster, said meshes being selective and independent upon shifting of the splined cluster.

12. In a transmission, an inductive coupling comprising a driving element and two driven elements, means for selectively inductively coupling said driving element with one or the other of said driven elements for rotation in the same direction, an output shaft, a rst intermediate member rotary on the output shaft and comprising two gears, a second intermediate member rotary on the output shaft and comprising a single gear, a geared connection from said single gear of the second intermediate member to a gear of the first intermediate member, a direct gear drive from one of said driven elements to one of the gears of the first intermediate member and a reverse gear drive from the other driven element to the other gear of the first inter- 13 mediate member, and a shiftable clutch element splned to the output shaft and alternately engageable with the rst or the second intermediate member to form selective connections between them and the output shaft.

MARTIN P. WINTHER.

REFERENCES CITED The following references are of record in the le of this patent:

Number 14 UNITED STATES PATENTS Name Date Grote May?, 1918 Stauffer et a1 Oct. r27, 1936 Sohmtter Dec. l, 19412 McKay Jun-e 8, 1943 Swennes Mar. 21, 1944 

